Lewis & Clark Explorer in 2005

Photo by Cliff West

To commemorate the bicentennial of the Lewis and Clark Expedition, the Oregon Department of Transportation operated an excursion train along the south bank of the lower Columbia River from Linnton, near Portland, to Astoria, near the site of Fort Clatsop, where the Lewis and Clark Expedition wintered over in 1805-06. The train ran for the summers of 2003 to 2005, making one round trip on Fridays, Saturdays, Sundays and Mondays. My dad, Cliff West, took these pictures of the train during its final season in 2005, around July. These first pictures show the westbound train approaching Rainier.

Photo by Cliff West

Charles Fox founded Rainier in 1851. The town was originally called Eminence, but the name was changed to Rainier in 1852. The town is named after Rear Admiral Peter Rainier of the Royal Navy, for whom Mt. Rainier in Washington is also named. The town of Rainier was incorporated in 1885. According to the 2000 census, Rainier has a population of 1,687 people.

Photo by Cliff West

On another day, the westbound train is shown approaching Rainier from another vantage point.

Photo by Cliff West

Rainier is my hometown, so it is covered more extensively than the other towns. 

Photo by Cliff West

The railroad runs down the middle of A Street in downtown Rainier. Street-running used to be common for railroads in the United States, but today it is becoming rare.

Photo by Cliff West

Later in the season, around September 2005, the westbound Lewis & Clark Explorer passes Riverfront Park in Rainier.

Photo by Cliff West

On another day around September 2005, the westbound Lewis & Clark Explorer runs down East A Street.

Photo by Cliff West

The train consisted of three self-propelled passenger cars known as Rail Diesel Cars, or RDCs, introduced by the Budd Company in 1949 and built throughout the 1950s. Budd was a major builder of railcars at the time, specializing in stainless steel streamlined passenger cars. These cars were purchased by the state of Oregon's Department of Transportation from the British Columbia Railway, which had ended its passenger service in 2002.

Photo by Cliff West

RDC's are powered by 2 Detroit Diesel Series 110 V-6 engines, each producing about 275 horsepower, giving each RDC about 550 horsepower. This is enough power for an RDC to move itself rather quickly, however an RDC does not have much power for pulling additional cars. As a result, each RDC in a consist must be operational. RDCs have a control cab at each end, and a single RDC can control all the other RDCs coupled to it. The hump in the roof at the center of an RDC contains the exhaust and cooling for the engines, freeing up space inside the cars for passengers.

Photo by Cliff West

Leading the train, ORRX #31 is an RDC-3 originally built by Budd in July 1956 for the Great Northern Railway as #2350. The RDC-3 featured a section at one end of the car for baggage and mail. #2350 became Burlington Northern #2350 in 1970 and later became Amtrak #43. The British Columbia Railway purchased the car in January 1976 to replace their original #BC-31, which was destroyed in a fire on November 26, 1973. Trailing behind, ORRX #10 & #11 are RDC-1s built in August 1956 by Budd for British Columbia Railway's predecessor Pacific Great Eastern as #BC-10 and #BC-11. The RDC-1 was the passenger-only model of Budd's RDC line. The Pacific Great Eastern became the British Columbia Railway on April 1, 1972, when it was taken over by British Columbia's provincial government. The railroad began going by the name BC Rail on June 19, 1984. These RDC's are still in BC Rail paint, with only the BC Rail heralds replaced by the Lewis & Clark Explorer heralds.

Photo by Cliff West

On another sunnier day around September 2005, the westbound Lewis & Clark Explorer runs down East A Street.

Photo by Cliff West

How the three RDCs were coupled together varied. Sometimes the RDC-3 #31 was at one end, other times it was in the middle. The three were rarely separated, so they remained as they were coupled for quite a while.

Photo by Cliff West

Near the end of the final season, in late September 2005, the westbound Lewis & Clark Explorer enters Rainier.

Photo by Cliff West

The Lewis & Clark Explorer was the first scheduled passenger service on this rail line since 1952.

Photo by Cliff West

Clatskanie takes its name from the Tlatskanai Indians, a very warlike tribe that inhabited this area. The Tlatskanai were wiped out by a smallpox epidemic in the 1850s. Clatskanie was first settled in 1852. It was originally called Bryantville. Clatskanie was incorporated in 1891. According to the 2000 census, Clatskanie has a population of 1,528 people. Unlike the other towns, which the railroad runs right through the middle of, the railroad only skirts along the edge of Clatskanie. At the west end of town, the railroad crosses the Clatskanie River on a swing-type drawbridge built in 1897. 

Photo by Cliff West

This bridge must be manually swung by a handcrank in the center of the span. This is the first of three manual drawbridges the train crosses. The bridge is normally kept open for river traffic, and is only swung closed when a train is waiting. 

Photo by Cliff West

For freight trains, a railroad employee swings the bridge. For the Lewis & Clark Explorer, the bridge was swung by specially trained volunteers. 

Photo by Cliff West

In these pictures, taken from the west side of the bridge, you can see the walkway to get to the span when the bridge is open, and the volunteer walking around the circular walkway in the middle, using the removable pole to turn the handcrank.

Photo by Cliff West

This is the bridge at which the Portland & Western freight train crew switching the Stimson Lumber mill at Clatskanie pushed a carload of lumber off the approach to the open drawbridge into the river on September 2, 2004. The train was operating on the east side of the bridge, so in the pictures it is the far approach that was damaged. Since the bridge was completely open at the time, the main span was not damaged.

Photo by Cliff West

This damage to the bridge approach closed the line for the entire Labor Day weekend, forcing that weekend's trips of the Lewis & Clark Explorer to be cancelled. The bridge approach was repaired and the line reopened in time for the rest of the season to be completed.

Photo by Cliff West

Between Clatskanie and Westport the Astoria line closely parallels U.S. Highway 30. This picture shows the eastbound Lewis & Clark Explorer in this area.

Photo by Cliff West

John West settled in Westport in 1850. The post office opened in 1863. Westport is located on Westport Slough, a side channel of the Columbia River. This location shelters the shore at Westport from the current in the river's main channel, making the slough a relatively good place for boaters and fishermen. Since 1925, a car ferry has connected Westport with Puget Island. This small ferry operation proves itself essential when construction or another emergency temporarily closes one of the bridges at Rainier or Astoria. This picture shows the westbound Lewis & Clark Explorer as it moves through Westport.

Photo by Cliff West

The town of Knappa was named after Aaron Knapp, Jr., an early settler of the area. The Knappa post office operated from 1873 to 1943. The actual town of Knappa is actually a little inland from the river, and the railroad stays close to the river here and doesn't actually go through Knappa. Two roads cross the railroad at Knappa. Knappa Road crosses above the tracks on an old wooden overpass. Waterhouse Road crosses the tracks at a traditional grade crossing. But this grade crossing is unique; it is still protected by an antique railroad crossing signal known as a Magnetic Flagman or wigwag.

Photo by Cliff West

Just north of the tracks, Waterhouse Road turns to intersect with Knappa Road, which is just to the east. The Knappa Road overpass is adjacent to the Waterhouse Road crossing, making this a very photogenic spot for train photographs. Unfortunately, the Portland & Western has no freight business this far down the line, so without the Lewis & Clark Explorer train, this area sees almost no rail traffic.

Photo by Cliff West

This type of signal was manufactured by the Magnetic Signal Company of Los Angeles, California from 1910 to 1949. It takes its name from the movement it makes; the black and white banner with the red light in the middle swings, "wigwags" back and forth. The movement is similar to that made by a human flagman while swinging a flag or lantern to stop traffic. The signal also features a bell. This wigwag was removed in March of 2007.

Photo by Cliff West

Astoria is the oldest settlement west of the Rocky Mountains. Fur traders sent by John Jacob Astor built Fort Astoria in 1811. Astoria is the county seat of Clatsop County. According to the 2000 census, Astoria has a population of 9,813 people.

Photo by Cliff West

The tracks along the waterfront through Astoria are used by the Astoria Riverfront Trolley.

Photo by Cliff West

The Lewis & Clark Explorer's journey ends, appropriately enough, in front of the old Astoria railroad depot. The depot was built in 1924, the peak year for rail travel in Astoria. The railroad continued to use the building for decades after passenger service ended, but today the building is owned by the Columbia River Maritime Museum. It is closed to the public as it is in need of serious repair and is only used for storage.

Photo by Cliff West

Back in Rainier on another, wetter day, the Lewis & Clark Explorer makes one of its last trips down the middle of A Street.

Photo by Cliff West

The ditch lights on the front of the RDC shined brightly on this gloomy day.

Photo by Cliff West

The street running in Rainier ended at West 2nd Street, and the rail line ran alongside a narrower A Street from there.

Photo by Cliff West

On another day near the end of the final season, the Lewis & Clark Explorer runs down A Street in Rainier. 

Photo by Cliff West

At West 2nd Street, the train leaves the street and has its own separate right of way again.

Photo by Cliff West

After leaving the street-running behind, the railroad crosses over Fox Creek on an old wooden trestle that probably dates from the railroad's original construction in the 1890s.

Photo by Cliff West

I believe this was the last run of the Lewis & Clark Explorer on October 3, 2005.

Astoria Riverfront Trolley #300

Astoria Riverfront Trolley #300 operates on a 3-mile section of the former Spokane, Portland & Seattle Railway's Astoria Line that the city of Astoria purchased from Burlington Northern in 1996, before the remaining 92 miles of the line were sold to the Portland & Western Railroad in 1997.

Trolley #300 was the first of a group of 14 built for the San Antonio Traction Company in 1913 by the American Car Company of St. Louis, Missouri. This group of cars had composite bodies of wood and steel, while an additional 12 cars built in1914 has all steel bodies. In 1917 the San Antonio Traction Company became part of the San Antonio Public Service Company. San Antonio streetcar service officially ended on April 29, 1933, and that same day Trolley #300 was presented to the Witte Museum, a precursor of the San Antonio Museum Association, and was run onto the museum grounds under its own power and parked, where it would remain on outdoor static display until 1948, when it was housed in a structure and superficially restored. After the 1968 San Antonio World's Fair, a new transportation museum was developed at the downtown fairgrounds, and Trolley #300 was placed on outdoor display to rot until 1980. The car was restored in 1980 and 1981 using parts from the body of car #311, which had been used as a residence after its 1933 retirement until 1978. The car was converted to standard gauge using trucks from New Orleans, and the original 4-foot gauge trucks were saved for another San Antonio Trolley under restoration. In October 1982, the restored Trolley returned to operation, providing public rides on a short section of track behind the San Antonio Museum of Art until the operation was discontinued in late 1985 due to a lack of funding and the Trolley was again stored.

Gales Creek Enterprises leased the Trolley from the San Antonio Museum Association and brought it to Oregon in June 1990 for use on the Willamette Shore Trolley line between Portland and Lake Oswego. 

Willamette Shore Trolley service began July 6, 1990, operated by Paul Class and Gales Creek Enterprises through the end of 1994. Meanwhile, the San Antonio Museum Association was dissolved in 1994 and the San Antonio Museum of Art became the trolley’s new owner.

In 1995, the Oregon Electric Railway Historical Society took over the operation of the Willamette Shore Trolley. Trolley #300 left the Willamette Shore Trolley line and was stored outdoors at the Oregon Electric Railway Museum’s Trolley Park in Glenwood, Oregon, remaining there after the Trolley Park closed and the OERHS moved to Powerland Heritage Park in Brooks, Oregon in 1996. Trolley #300 was eventually leased by the Astoria Riverfront Trolley Association in November, 1998, and it was moved to Astoria in December 1998 for restoration. Trolley #300 has operated in Astoria since June 8, 1999 and was purchased from the San Antonio Museum of Art by the Astoria Riverfront Trolley Association in August 2005.

Willamette Shore Trolley

I originally posted the Willamette Shore Trolley page on my old website as a PORTLAND PLACES page on October 10, 2008.

(NOTE: This website is NOT affiliated with the Trolley; visit www.oerhs.org/wst/ for current info)

Willamette Shore Trolley in Lake Oswego on April 26, 2008

The Willamette Shore Trolley is a tourist trolley operating along the west side of the Willamette River between Portland and Lake Oswego from late spring to early fall. The line is operated with a historic Portland streetcar by the Oregon Electric Railway Historical Society to keep it in active use for future conversion to mass transit use.

Willamette Shore Trolley in Lake Oswego on April 26, 2008

Construction of the rail line that is now the route of the Willamette Shore Trolley began in 1885 by the Portland and Willamette Valley Railroad, a three-foot-gauge line running from Jefferson Street in Portland through Oswego (as Lake Oswego was known until 1960), Tualatin, Sherwood and Newberg to Dundee and eventually McMinnville. The P&WV began operation in July, 1887. It was purchased by the Southern Pacific Railroad around 1890 and was converted to standard 4'-8.5" gauge in the early 1890s, though it maintained a third rail for dual gauge until 1895. In 1910 a connection was opened from Oswego across the Willamette River to Milwaukie.

Southern Pacific began electric interurban service on the line on January 17, 1914 in order to compete with the Oregon Electric Railway, which had been providing Interurban service from Portland to Salem since 1907 and had extended to Albany and Eugene in 1912. Initially operating under the Portland, Eugene & Eastern Railroad name, the name was changed to Southern Pacific on July 1, 1915. In any case, the public referred to the service as the "Red Electrics" after the color of the equipment. Service to Corvallis began June 17, 1917 with a running time of 3 hours 15 minutes. In 1920, 64 Red Electrics ran between Portland and Oswego every day, but that would be the peak. New roads brought buses that chipped away at the interurban business until the service ended on October 5, 1929. Some of the Red Electric interurban cars went to Los Angeles, where they operated as "Red Cars" on the famous Pacific Electric.

Willamette Shore Trolley in Lake Oswego on April 26, 2008

Though passenger service had ended, steam-powered freight service continued on the line, giving way to diesels in the 1950s. In 1983, freight service from Lake Oswego to Portland ended. The Interstate Commerce Commission gave Southern Pacific permission to abandon that part of the line in August, 1984, but once abandoned the right-of-way would revert to the property owners along the line. In November, the non-profit Portland Friends of the Willamette River Greenway were asked to assist seven government entities to acquire the line for future mass transit use.

Willamette Shore Trolley in Lake Oswego on August 31, 2008

In order to keep the line from reverting to the property owners, it had to maintain an active rail use. The Oregon Electric Railway Historical Society operated a trolley on the line from September to December, 1987 to determine its feasibility. The governmental entities formed a consortium and purchased the six-mile Jefferson Street Line from Southern Pacific in June, 1988. The City of Lake Oswego leases the Jefferson Street Rail Line from the consortium, which includes the City of Lake Oswego, the City of Portland, Clackamas County, Multnomah County and Metro. Trolley service began in July, 1990, with the San Antonio Museum of Art's 1913 American Car Co. streetcar #300, originally from San Antonio, Texas, operated by Paul Class and Gales Creek Enterprises.

In 1995, the Oregon Electric Railway Historical Society took over the operation of the Willamette Shore Trolley, using double-deck trolley #48 from Blackpool, England.

Trolley #300 left the line and was was eventually leased by the Astoria Riverfront Trolley Association in November, 1998. Trolley #300 has operated in Astoria since 1999 and was purchased from the San Antonio Museum of Art by the Astoria Riverfront Trolley Association in 2005.

After the completion of a restoration in 1998, original 1932 Portland "Broadway Car" #813 joined double-decker #48 on the Willamette Shore Trolley line, and the pair shared the workload.

Willamette Shore Trolley in Lake Oswego on August 31, 2008

Double-decker #48 was taken out of Willamette Shore Trolley service in August 2004 due to the rigors the popular service placed on the antique streetcar. It made a final benefit run from Lake Oswego to Portland on the morning of May 6, 2006, and was subsequently was loaded onto a truck and moved to the Oregon Electric Railway Museum site at Antique Powerland in Brooks, Oregon. Today, #813 is the only trolley assigned to the Willamette Shore Trolley line.

Willamette Shore Trolley in Lake Oswego on August 31, 2008

Car #813 is one of 15 Master Units built by J. G. Brill and Company in 1932 for the Portland Traction Company.

Willamette Shore Trolley in Lake Oswego on April 26, 2008

In Portland, these cars were called "Broadway Cars," after the line they were originally assigned to. They were the last new streetcars purchased for service in Portland (until the modern MAX light rail of the 1980s).

Aboard the Willamette Shore Trolley on April 26, 2008

When Portland's narrow gauge streetcar lines were shut down in 1950, #813 was one of two Broadway cars to be changed to standard gauge for use on the interurban lines, which lasted until 1958. On the Interurban lines, #813 was renumbered to #4012.

Aboard the Willamette Shore Trolley on April 26, 2008

In 1959, the car was sold to the OERHS, who put it on display at Oaks Amusement Park until the Glenwood Trolley Park was open.

Willamette Shore Trolley Controls on April 26, 2008

In the 1990s, the car was given a full restoration, which was completed in 1998, restoring the car to its original number and paint scheme, though it retains its standard gauge trucks.

Willamette Shore Trolley Controls on August 31, 2008

When the OERHS moved to Brooks, #813 was moved to the Willamette Shore Trolley, though it made at least one trip back to Brooks, for the 2000 Great Oregon Steam-Up.

Willamette Shore Trolley Operator on April 26, 2008

Willamette Shore Trolley service was suspended in 2010 due to repairs needed by #813. It was moved to Brooks in 2012 and was replaced by one of the Portland Vintage Trolley “Council Crest Car” replicas in 2014.

Links to Historical Photographs:
#813 in service in 1949 (Dave’s Electric Railroads)
#4012 in service in Portland (Dave’s Electric Railroads)

Willamette Shore Trolley Sign in Lake Oswego on April 26, 2008

The south end of the Willamette Shore Trolley line is in downtown Lake Oswego at 311 North State Street.

 
Willamette Shore Trolley Sign in Lake Oswego on April 26, 2008

There is a parking lot here specifically for trolley passengers, accessed from Foothills Road, and a small building housing a gift shop where tickets are sold.

Willamette Shore Trolley Sign in Lake Oswego on April 26, 2008

Willamette Shore Trolley in Lake Oswego on August 31, 2008

The trolley itself boards just to the north, about a half-mile south of the Jefferson Street line's original terminus.

Willamette Shore Trolley in Lake Oswego on August 31, 2008

Willamette Shore Trolley in Lake Oswego on August 31, 2008

Willamette Shore Trolley in Lake Oswego on August 31, 2008

Willamette Shore Trolley in Lake Oswego on August 31, 2008

Willamette Shore Trolley in Lake Oswego on April 26, 2008

Just to the north of the end of the line is the Willamette Shore Trolley carbarn. The carbarn was built with public funding and was dedicated on September 9, 1998.

Willamette Shore Trolley Carbarn on April 26, 2008

It was built with 2 tracks in order to house two trolleys and is tall enough to clear double-deck trolley #48 when it operated on this line.

Willamette Shore Trolley Carbarn on April 26, 2008

The carbarn is equipped with an inspection pit for easy access to the underside of trolley cars for repairs.

Sucker Creek Jazz Band on April 26, 2008

The carbarn is pictured here during Neighbor Appreciation Day on April 26, 2008 when it was open to the public and featured live music by the Sucker Creek Jazz Band.

Speeder in Willamette Shore Trolley Carbarn on April 26, 2008

Pictured inside the carbarn over the inspection pit is this fully-enclosed motorized speeder and trailer, which is used by the volunteers of the Willamette Shore Trolley to travel over the line to inspect the track and perform maintenance and repairs.

Speeder in Willamette Shore Trolley Carbarn on April 26, 2008

Speeder in Willamette Shore Trolley Carbarn on April 26, 2008

View from the Willamette Shore Trolley on April 26, 2008

The rail line from Lake Oswego west to Tualatin and east to Milwaukie still sees freight service, and is still owned by the Union Pacific Railroad, which acquired Southern Pacific in 1996.

View from the Willamette Shore Trolley on April 26, 2008

The line has been leased to the Portland & Western Railroad since 1995.

View from the Willamette Shore Trolley on April 26, 2008

The Jefferson Street Line originally separated from the still-active freight line about a half-mile north of Lake Oswego.

View from the Willamette Shore Trolley on April 26, 2008

Since trolley service started, the line has been extended to reach the downtown area with a track that parallels the freight line for the half-mile.

View from the Willamette Shore Trolley on April 26, 2008

View from the Willamette Shore Trolley on April 26, 2008

UFO House on the Willamette Shore Trolley line, August 31, 2008

Just south of the entrance to the Elk Rock Tunnel, this unusual house is visible on the hillside above the tracks on the west side. The Willamette Shore Trolley volunteers describe this house as a "Flying Saucer" for children aboard the trolley, and the trolley sometimes stops briefly to let passengers get a good look.

At this point the trolley enters the Elk Rock Tunnel. Originally the railroad went around Elk Rock on the 1400-foot wooden Elk Rock Trestle. Rock slides off of Elk Rock were fairly common, and rocks would sometimes strike passing trains. After a rock crashed through a coach and struck Mrs. Ella Newlands, wife of the president of the Oswego Cement Company, the decision was made to tunnel under Elk Rock. The 1,396-foot S-shaped Elk Rock Tunnel opened on December 5, 1921. I don't have any photos of the tunnel, but it can be seen in some of the videos further down this page.

Wig-wag signal at Riverwood Road on August 19, 2007

The railroad crossing at Riverwood Road features a vintage Magnetic Flagman "wig-wag" crossing signal, a common grade crossing signal before the modern crossbuck became a standard and flashing lights and gates were mandated.

Wig-wag signal at Riverwood Road on August 19, 2007

These signals were first made in 1910 and were installed through the late 1940s. The single red light swings back and forth when a train is near, simulating the motion that a flagman would make with his flag or lantern. This Model 3 lower-quadrant signal, made by the Magnetic Signal Company of Los Angeles, California, is one of only a handful remaining in active use in Oregon, which has more than most other states.

Wig-wag signal at Riverwood Road on August 19, 2007

There were three of these signals on the Willamette Shore Trolley line, though now only two remain. They have uniquely-painted banners seen nowhere else, proclaiming a "Trolley Xing." The Oregon Department of Transportation has made an effort to remove all remaining wig-wags in the state, but the Willamette Shore Trolley wig-wags don't seem to be affected.

Willamette Shore Trolley at Riverwood Road on August 19, 2007.

This video shows the southbound Willamette Shore Trolley at the Riverwood Road wig-wag.

Willamette Shore Trolley at Riverwood Road on August 19, 2007

The trolley will stop at Riverwood Road if passengers request it.

Willamette Shore Trolley at Riverwood Road on August 19, 2007

Shortly after passing Riverwood Road, the trolley crosses over some timber trestles that give a view of the Willamette River, including the 686-foot-long Riverwood Trestle, and then through Powers Marine Park.

Willamette Shore Trolley at Riverwood Road on August 19, 2007

Willamette Shore Trolley Open House on April 26, 2008

This video from the Willamette Shore Trolley's Neighbor Appreciation Day on April 26, 2008 includes a ride on the southern part of the line from Lake Oswego through the Elk Rock Tunnel to Riverwood Road.

Sellwood Bridge on April 26, 2008

After passing through Powers Marine Park, the trolley passes under the west end of the Sellwood Bridge, the southernmost Willamette River Bridge that is technically within Portland. Sellwood, on the east side of the river, was annexed into Portland in 1893. The Sellwood Bridge is a four-span continuous-truss bridge. It opened on December 15, 1925, and is one of only three pre-1941 continuous-truss bridges in Oregon. It was designed by Gustav Lindenthal, who also designed Portland's Burnside Bridge and Ross Island Bridge and New York City's Hell Gate Bridge and Queensboro Bridge. The total length of the bridge is 1,971 feet. The four main spans form a 1,092-foot continuous Warren deck truss. The two center spans are each 300 feet long, while the other two are 246 feet long. Steel girders from the first Burnside Bridge, built in 1894, were used in the approaches of the Sellwood Bridge. The steel was fabricated by the Judson Manufacturing Company and the bridge was constructed by Gilpin Construction Company of Portland. The bridge was built at a cost of $541,000.

Sellwood Bridge on April 26, 2008

The two-lane bridge features a 24-foot roadway with a single 4'-3" sidewalk on the north side. It has 75 feet of vertical clearance. It is the busiest two-lane bridge in Oregon. Cracks discovered in the approaches in January 2004 led to the weight limit being lowered to 10 tons. Construction of a new Sellwood Bridge began in December 2011, with completion scheduled for January 2016. The old Sellwood Bridge will then be demolished.

Wig-wag signal at Macadam Bay on August 19, 2007

North of the Sellwood Bridge is this railroad crossing leading to the Macadam Bay Yacht Club and Butterfly Park.

Wig-wag signal at Macadam Bay on August 19, 2007

At this crossing another Magnetic Flagman "wig-wag" stands guard with its unique banner.

Wig-wag signal at Macadam Bay on August 19, 2007

This wig-wag is plainly visible from SW Macadam Avenue/Oregon Highway 43.

Wig-wag signal at Nebraska Street on August 19, 2007

This Magnetic Flagman "wig-wag" stood at the Nebraska Street crossing near the entrance to Willamette Park.

Wig-wag signal at Nebraska Street on August 19, 2007

This signal was struck by a vehicle in early 2008 and had to be removed. A member of the trolley crew must now manually flag the crossing.

Wig-wag signal at Nebraska Street on August 19, 2007

The banner shaft of this crossing was decorated with the text of Proverbs 15:3, "The eyes of the Lord are in every place beholding the evil and the good." in tiny lettering.

Wig-wag signal at Nebraska Street on August 19, 2007

The banner was still painted in an earlier "Stop for Trolley" paint scheme.

Willamette Shore Trolley at Nebraska Street on August 19, 2007

Willamette Shore Trolley at Nebraska Street on August 19, 2007

Willamette Shore Trolley at Nebraska Street on August 19, 2007

Willamette Shore Trolley in Portland on August 31, 2008

The Willamette Shore Trolley's north terminus was originally at Riverplace, just south of downtown Portland.

Willamette Shore Trolley in Portland on August 31, 2008

In May 2004 it was cut back to SW Bancroft Street & Moody Avenue and the Bancroft Street Station become the north end of the line.

Willamette Shore Trolley in Portland on August 31, 2008

Riding the Willamette Shore Trolley on August 31, 2008

This video from August 31, 2008 shows segments of the entire Willamette Shore Trolley line.

Portland Streetcar #004 in South Waterfront on August 19, 2007

The opening of Portland Streetcar's extension to Riverplace in 2005 required the cutback of the Willamette Shore Trolley line. The streetcar line was extended again into the South Waterfront, opening on August 17, 2007, running down SW Moody Avenue where the Willamette Shore Trolley once ran to SW Lowell Street, just one block north of the Bancroft Street Station.

Portland Streetcar #004 in South Waterfront on August 19, 2007

Related Links:
Willamette Shore Trolley
City of Lake Oswego's Willamette Shore Trolley Page
world.nycsubway.org's Willamette Shore Trolley Page
The Red Electrics at PdxHistory.com